Impact Absorbing Airbag Inflator

ABSTRACT

An impact absorbing airbag module is disclosed. The module includes a chassis that holds an inflator, and is connected to a mounting system. The chassis includes a forward side wall, a first lateral side wall, a second lateral side wall, and a rear side wall. One of the side walls includes a deforming zone that includes a first angled portion and a second angled portion. In some cases, the deforming zone extends around the periphery of the chassis.

CROSS REFERENCE TO RELATED APPLICATION

This application is a continuation of U.S. Pat. No. ______, currentlyU.S. application Ser. No. 12/244,443, entitled “Impact Absorbing AirbagInflator”, filed on Oct. 2, 2008 and allowed on Aug. 21, 2009, which isa continuation of U.S. Pat. No. 7,448,642, both of which areincorporated herein by reference in their entireties.

BACKGROUND

The present invention relates generally to motor vehicles, and inparticular the present invention relates to an impact absorbing airbagmodule.

In order to meet current safety regulations, most modern motor vehiclesinclude some form of supplemental restraint system. These systems ofteninclude an airbag. Airbags are generally contained in a housing with asuitable inflator. This complete system is sometimes referred to as anairbag module. During an impact, the inflator quickly releasescompressed gasses to inflate the airbag, which is deployed by thegasses. In the deployed condition, airbags are designed to cushion theimpact experienced by the driver or passengers.

While airbag systems can be helpful during some types of collisions,there are some other collisions where the motor vehicle may havedifficulty passing certain government mandated crash test requirementsbecause passengers or drivers may impact the airbag module itself. Thesecollisions generally occur at low speeds or low impact impulses whereairbags are not designed to deploy. In these types of collisions,occupant impact with airbag modules can cause compliance problems withgovernment mandated crash tests. To avoid this, the following airbagsystems have been proposed.

U.S. Pat. No. 6,312,008 to Neag and assigned to DaimlerChryslerCorporation is directed to an energy absorbing bracket for an airbagsystem. Neag discloses a side airbag that is deployed with generallyless force than a frontal airbag. The airbag module of Neag includes anenergy absorption bracket 40 with upper downstanding leg 46 and lowerdownstanding leg 48. These downstanding legs are designed to bend whenthe airbag module experiences an impact.

U.S. Pat. No. 6,296,277 to Bittinger et al. and assigned to ChryslerCorporation is directed to a passenger restraint system with a crushzone. The '277 patent teaches crush zones 32 and 34 disposed on end caps16 that are designed to absorb the impact of a passenger's knees duringa collision. However, the end caps 16 of Bittinger are not part of theairbag.

U.S. Pat. No. 6,279,942 to Bossenmaier et al. and assigned toDaimlerChrysler Corporation is directed to a deformable air bag housing.The '942 patent provides a good background discussion of deformable airbag housings and notes that prior deformable air bag housings presentedsharp corners or edges after deformation. These sharp corners could tearor snag a deploying air bag. The '942 patent discloses a deformableairbag housing that is designed to minimize damage to the airbag duringinflation. To accomplish this, the '942 patent discloses a slot 15 thatruns nearly the entire width of side cover 8. Slot 15 divides side cover8 into two parts 16 and 17 as shown in cross-sectional views A-A andB-B. Upper part 16 includes a slightly bent lower edge that allows upperpart 16 to slide outward of lower part 17 as side cover 8 deforms.

The following patents disclose air bag modules with collapsible sidewalls. Generally, some feature or provision is provided so that aportion of the side wall is weakened and assists in promotingdeformation of the side wall at that weakened region.

U.S. Pat. No. 5,791,684 to Repp et al. and assigned to MortonInternational and Chrysler Corporation teaches an air bag canister withgrooves of various cross-sectional shapes. U.S. Pat. No. 5,533,747 toRose and assigned to Morton International discloses the use of slots 40to provide a weakened region. Rose also teaches a “zigzag” shaped sidewalls 28 and 30. U.S. Pat. No. 5,405,163 to Amamori et al. and assignedto Tanaka Corporation teaches a side wall that includes stressconcentration portions 61 to assist the air bag container in deforming.Finally, referring to FIGS. 16 and 17, related art air bag inflatormodule 2000, designed to use a cylindrical inflator 2008, includes walls2002 and 2004 with perforations 2006. These perforations 2006 can assistair bag inflator module 2000 in deforming.

While the related art teaches a variety of features that can be used toreduce the severity of an impact with an airbag module, none of thereferences teaches an airbag module that is easy to design andmanufacture, that is easy to tune and configure for different motorvehicles, different locations and different types of collisions, and anairbag module that can reduce the possibility of tearing an airbagduring deployment.

SUMMARY OF THE INVENTION

An impact absorbing airbag module is disclosed. The invention can beused in connection with a motor vehicle. The term “motor vehicle” asused throughout the specification and claims refers to any movingvehicle that is capable of carrying one or more human occupants and ispowered by any form of energy. The term motor vehicle includes, but isnot limited to cars, trucks, vans, minivans, SUV's, motorcycles,scooters, boats, personal watercraft, and aircraft.

In one aspect, the invention includes an inflatable restraint moduleconfigured for mounting in an interior of a motor vehicle comprising: achassis retaining an inflator, and connected to a mounting system; thechassis including a forward side wall, a first lateral side wall, asecond lateral side wall, and a rear side wall; wherein the forward sidewall is disposed at an angle with respect to the first lateral sidewall; the forward side wall including a forward deforming zone disposedbetween an upper portion of the forward side wall and a lower portion ofthe forward side wall; and wherein the forward deforming zone includes afirst angled portion and a second angled portion.

In another aspect, the upper portion of the forward side is generallymore rigid than the forward deforming zone.

In another aspect, wherein a first bend is disposed between the upperportion of the forward side and the first angled portion, and a secondbend is disposed between the first angled portion and the second angledportion.

In another aspect, a plurality of holes are disposed on the second bend.

In another aspect, the first lateral side wall includes a first lateralupper portion and a first lateral deforming zone.

In another aspect, the first lateral deforming zone is located in asimilar vertical position as the forward deforming zone.

In another aspect, the second lateral side wall includes a secondlateral upper portion and a second lateral deforming zone.

In another aspect, the first lateral deforming zone, the second lateraldeforming zone and the forward lateral deforming zone are located insubstantially the same plane.

In another aspect, the invention includes an inflatable restraint moduleconfigured for mounting in an interior of a motor vehicle comprising: achassis retaining an inflator, and connected to a mounting system; thechassis including a first wall and a second wall, angled with respect tothe first wall; the first wall including a first deforming zone withfirst and second ends; the second wall including a second deforming zonewith first and second ends; and wherein the first end of the first sidewall is adjacent to the first end of the second side wall; and whereinthe first end of the first side wall has a generally similar axialposition with respect to the chassis as the first end of the second sidewall.

In another aspect, the second side wall includes a generally straightdeforming zone.

In another aspect, the second side wall includes a deforming zoneincluding an angle.

In another aspect, one wall is generally rigid.

In another aspect, an upper portion of the first wall is generally morerigid than the first deforming zone.

In another aspect, an upper portion of the second wall is generally morerigid than the second deforming zone.

In another aspect, the first deforming zone and the second deformingzone are located in substantially the same plane.

In another aspect, the plane is generally normal with respect to an axisof the chassis.

In another aspect, the plane is generally angled with respect to an axisof the chassis.

In another aspect, the first deforming zone includes a first benddisposed between an upper portion of the first wall and a first angledportion, and a second bend is disposed between the first angled portionand a second angled portion.

In another aspect, the first deforming zone includes a third benddisposed between a lower portion of the first wall and the second angledportion.

Other systems, methods, features and advantages of the invention willbe, or will become, apparent to one with skill in the art uponexamination of the following figures and detailed description. It isintended that all such additional systems, methods, features andadvantages be included within this description, be within the scope ofthe invention, and be protected by the following claims.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention can be better understood with reference to the followingdrawings and description. The components in the figures are notnecessarily to scale, emphasis instead being placed upon illustratingthe principles of the invention. Moreover, in the figures, likereference numerals designate corresponding parts throughout thedifferent views.

FIG. 1 is a schematic diagram of a preferred embodiment of a motorvehicle interior;

FIG. 2 is a cut-away schematic view of a preferred embodiment of apassenger side portion motor vehicle interior;

FIG. 3 is a front isometric view of a preferred embodiment of an airbagchassis;

FIG. 4 is a rear isometric view of a preferred embodiment of an airbagchassis;

FIG. 5 is a schematic diagram of a preferred embodiment of a deformationzone;

FIG. 6 is a schematic diagram of a preferred embodiment of a deformeddeformation zone;

FIG. 7 is a schematic diagram of a preferred embodiment of an airbagchassis;

FIG. 8 is a schematic diagram of a preferred embodiment of an airbagchassis;

FIG. 9 is a schematic diagram of an alternative embodiment of an airbagchassis;

FIG. 10 is a schematic diagram of an isometric view of a preferredembodiment of an airbag chassis;

FIG. 11 is a schematic diagram of a side view of a preferred embodimentof an airbag chassis;

FIG. 12 is a schematic diagram of an isometric view of a preferredembodiment of an airbag chassis in a deformed condition;

FIG. 13 is a schematic diagram of a side view of a preferred embodimentof an airbag chassis in a deformed condition;

FIG. 14 is a schematic diagram of an isometric view of a preferredembodiment of an airbag chassis;

FIG. 15 is a schematic diagram of an isometric view of a preferredembodiment of an airbag chassis in a deformed condition;

FIG. 16 is a schematic diagram of a front view of a related art airbagchassis; and

FIG. 17 is a schematic diagram of a side view of a related art airbagchassis.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

FIG. 1 is a schematic diagram of a motor vehicle interior 100. Motorvehicle interior 100 includes a driver side 102 and a passenger 104.Instrument panel 106 is disposed in motor vehicle interior 100 in aposition generally forward of the driver and passenger. Instrument panel106 spans across motor vehicle interior 100.

FIG. 2 is a schematic cross-sectional view of the passenger side portion108 of instrument panel 106. Disposed proximate passenger side portion108 of instrument panel 106 is a Supplemental Restraint System (SRS)module 202. SRS module 202 includes an upper mounting system 204 thatassociates SRS module 202 with passenger side portion 108 of instrumentpanel 106. SRS module 202 also includes a chassis 206 that retains orholds an inflator 208 and a lower mounting system 210. In a preferredembodiment, inflator 208 is a disk-type inflator. A hypothetical impact212 is also shown in FIG. 2. Hypothetical impact 212 represents apossible impact location on passenger side portion 108 of instrumentpanel 106.

FIGS. 3 and 4 are enlarged forward and rear isometric views of SRSmodule 202. Lower mounting system 210 can be seen in FIG. 3. In apreferred embodiment, SRS module 202 is associated with cross member 308of the motor vehicle. Preferably, a pair of mounting legs are used toattach SRS module 202 to cross member 308. In an exemplary embodiment,the mounting legs are attached to a mounting bracket 306 that is thenattached to cross member 308. As shown in FIG. 3, SRS module 202includes a first mounting leg 302 and a second mounting 304. Preferably,first mounting leg 302 is laterally spaced from second mounting leg 304.

Preferably, second mounting leg 304 includes a collapsible portion 310and a cantilever portion 312. Preferably collapsible portion 310 isgenerally straight or upright from mounting bracket 306 to chassis 206.Collapsible portion 310 can include one or more perforations. Theseperforations can help to facilitate the collapse of second mounting leg304 in the event of a collision. Preferably cantilever portion 312 isangled with respect to collapsible portion 310. In the exemplaryembodiment shown in FIG. 3, cantilever portion 312 is normal tocollapsible portion 310.

Cantilever portion 312 is attached to mounting bracket 306, and helps tosupport SRS module 202. Any kind of mechanical connection can be used.In the preferred embodiment, cantilever portion 312 includes a whole oraperture to receive a mechanical fastener that is used to attachcantilever portion 312 to mounting bracket 306.

Preferably, cantilever portion 312 includes one or more bends as shownin FIG. 3 that terminate with forward retaining flange 314. Preferablyforward retaining flange 314 engages forward wall 320 of chassis 206.Preferably first mounting leg 302 is constructed in a similar manner assecond mounting leg 304. The principles and features of second mountingleg 304 can be applied to first mounting leg 302. In the exemplaryembodiment shown in FIG. 3, first mounting leg 302 is preferably amirror image of second mounting leg 304. Like second mounting leg 304,first mounting leg 302 includes a collapsible portion 316. Preferablycollapsible portion 316 terminates in a lateral retaining flange 318that is configured to engage first lateral side wall 330 of chassis 206.Second mounting leg 304 preferably includes a similar lateral retainingflange 402 (see FIG. 4) on collapsible portion 310.

Chassis 206 is preferably formed of one or more walls. In the embodimentshown in FIGS. 3 and 4, chassis 206 includes a forward wall 320, firstlateral side wall 330, second lateral side wall 340 and rear wall 350.Forward wall 320 includes an upper portion 322, a lower portion 324 anda deforming zone 326 disposed between upper portion 322 and lowerportion 324. Similarly, first lateral side wall 330 includes a firstupper portion 332, a first lower portion 334, and a first lateraldeforming zone 336 disposed between first lateral upper portion 332 andfirst lateral lower portion 334. Preferably, second lateral side wall340 is constructed in a manner similar to first lateral side wall 330,and includes second upper portion 342, second lower portion 344, andsecond deforming zone 346 disposed between second upper portion 342 andsecond lower portion 344.

Chassis 206 is preferably designed to deform or collapse during animpact. This helps to absorb energy from a passenger impact, which inturn, can reduce injuries to the passenger. Preferably chassis 206 isdesigned to collapse during an intermediate impact. That is, an impactthat is severe enough to cause a passenger to contact instrument panel106 (see FIG. 2) but is not severe enough to cause SRS module 202 todeploy an airbag. The various deforming zones disposed about chassis 206assist chassis 206 in collapsing or deforming during an impact.

Referring to FIGS. 5 and 6 which are enlarged views of deforming zone326, FIG. 5 shows the condition of deforming zone 326 prior to animpact, while FIG. 6 shows deforming zone 326 after an impact.Preferably deforming zone 326 includes a folded or bent shape. In apreferred embodiment shown in FIG. 5, deforming zone 326 includes agenerally fan-folded shape.

As shown in FIG. 5, deforming zone includes first bend 502, first angledportion 504, second bend 506, and second angled portion 508. A thirdbend 510 is disposed between second angled portion 508 and lower portion324. In the embodiment shown in FIG. 5, the various bends and angledportions form a triangular fan-fold shape. Some embodiments includeprovisions to modulate, control or adjust the deformation along one ormore of the bends 502, 506, and/or 510. In some embodiments, holes aredisposed along one or more of the bends 502, 506, and/or 510 to providethe ability to adjust the deformation characteristics.

In some embodiments, holes 512 are disposed on second bend 506. Thisoptional feature can be used to modulate or control the bending ordeforming characteristics of deforming zone 326. In some embodiments,holes 512 are laterally spaced and along second bend 506. The number,density, size and/or shape of holes 512 can be varied as needed. In somecases, additional holes or larger holes are provided. This can allowdeforming zone 326 to bend or deform under lighter or smaller loads.

FIG. 6 shows the condition of forward wall 320 after an impact and aftera deformation. As shown in FIG. 6, the angled portions have folded andupper portion 322 has been moved closer to lower portion 324 than priorto impact as shown in FIG. 5. The angle of second bend 506 has beendecreased, and in some cases, the angle of second bend 506 is nearlyzero, resulting in contact between first angled portion 504 and secondangled 508. In other words, the fan-folded shape of FIG. 5 can be nearlyflattened as shown in FIG. 6 in some embodiments and during some typesof impact. This can also result in a reduction of the vertical height ofdeforming zone 326 as shown in FIG. 6.

The number, arrangement, design and location of deforming zones can bevaried to achieve desired deformation or impact absorbingcharacteristics. The design and initial shape of a deforming zone can bemodified in a number of ways. Referring to FIG. 5 as an example, firstbend 502, second bend 506 and/or third bend 510 can all be adjusted orselected to vary the deformation characteristics. Also, the size offirst angled portion 504 and/or second angled portion 508 can also beadjusted or selected to vary the deformation characteristics. In someembodiments, first angled portion 504 is of a different size than secondangled portion 508. In other words, there is no requirement that theangled portions be similar, they can be dissimilar or asymmetrical.

Regarding the arrangement, location and number of deforming zones, insome embodiments, a deforming zone is provided on one of the walls of achassis. In other embodiments, more than one wall of an airbag inflatorchassis includes a deforming zone. And in other embodiments, all of thewalls of an airbag inflator chassis include a deforming zone.

In those embodiments where more than one wall includes a deforming zone,the deforming zones on adjacent walls can be located to provide certainimpact absorbing characteristics. In some cases, an airbag inflatorchassis is designed to deform in a certain controlled manner and at acertain predetermined load. By carefully selecting the location, sizeand design of the various deforming zones associated with an airbaginflator chassis, the deformation of the airbag inflator chassis can bebetter controlled. In some cases, the chassis is designed to deform at acertain angle, in other cases, the chassis is designed so that thechassis achieves a predetermined shape or condition after deformation.The following embodiments illustrate ways in which the deforming zonescan be arranged to achieve various different deformationcharacteristics.

FIG. 7 is an embodiment of chassis 702 with a number of deforming zones704, 706 disposed about a periphery of chassis 702. First deforming zone704 is disposed on first side wall 710 and second deforming zone 706 isdisposed on front wall 712. Chassis 702 can also preferably includeadditional deforming zones. In the embodiment shown in FIG. 7, thirddeforming zone 708 is disposed on second side wall 714. In thisembodiment, chassis 702 is generally designed to deform so that theupper portion of chassis 702 above the deforming zones 704, 706 and 708moves closer to the lower portion of chassis 702 below the deformingzones.

In order to allow chassis 702 to deform in the desired manner, one endof one of the deforming zones is located at a similar vertical locationas one end of an adjacent deforming zone. Considering the exampleembodiment shown in FIG. 7, first deforming zone 704 includes first end722 and second end 724. Second deforming zone 706 includes first end 726and second end 728. In some embodiments, the ends of two adjacentdeforming zones are generally aligned with respect to the axialdirection of chassis 702.

In FIG. 7, it can be observed that first end 722 of first deforming zone704 has an axial position that is similar to the axial position of firstend 726 of second deforming zone 706. Axially aligning the ends of twoadjacent deforming zones can be used to control the deformationcharacteristics of chassis 702. In the embodiment shown in FIG. 7, thealigned ends of first deforming zone 704 and second deforming zone 706helps the corner defined by first side wall 710 and front wall 712 todeform under a predetermined load.

In some embodiments, rear wall 716 may include a deforming zone.However, in other embodiments, rear wall 716 does not include adeforming zone. In the embodiment shown in FIG. 7, rear wall 716 doesnot include a deforming zone.

It can be observed in the embodiment shown in FIG. 7, that the variousdeforming zones 704, 706 and 708 are disposed in a certain pattern inrelation with one another. In the embodiment shown in FIG. 7, it can beobserved that the deforming zones 704, 706 and 708 are disposed on acommon plane 718. This common plane 718 is generally parallel to theplane defined by the upper opening 720 of chassis 702. Common plane 718can also be described as being normal or perpendicular to a centralvertical axis of chassis 702.

FIG. 8 shows an alternative embodiment where a first deformation zone804 is angled with respect to second deformation zone 806. In someembodiments, opposite walls can include similar deformation zones. Thus,in some embodiments, second side wall 814 can include a deformation zonethat is similar to second deformation zone 806 of first side wall 810.And, similarly, rear wall 816 can include deformation zone 820 that issimilar to first deformation zone 804 disposed on front wall 812. It canbe observed that the various deformation zones are disposed on a commonplane 818. In the embodiment shown in FIG. 8, common plane 818 is notnormal to a central axis of chassis 802 and is instead angled withrespect to the central axis of chassis 802. The deformation zones shownin FIG. 8 may allow chassis 802 to deform at an angle.

FIG. 9 shows another embodiment of a chassis 902. In this embodiment,first deforming zone 904 is disposed on first side wall 910 and seconddeforming zone 906 is disposed on front wall 912. As shown in FIG. 9,first deforming zone 904 is generally linear; however, second deformingzone 906 is not linear. Second deforming zone 906 includes a bend 920along its length. This bend 920 can provide non-linear deformationcharacteristics for chassis 902 and allow chassis 902 to deform inirregular ways. In some cases, irregular deformation is desired. Also,as disclosed above, walls opposite to the ones shown in FIG. 9 caninclude similar deforming zones.

FIGS. 10-13 demonstrate the deformation characteristics of an embodimentof chassis 702 shown in FIG. 7. Two possible embodiments are disclosedin FIG. 7. In one embodiment, rear wall 716 includes a deforming zone,and in another embodiment, rear wall 716 does not include a deformingzone. FIGS. 10-13 demonstrate the deforming characteristics of theembodiment where rear wall 716 does not include a deforming zone. Rearwall 716 is thus relatively rigid in the axial direction as compared tothe other walls of chassis 702. FIGS. 10 and 11 show chassis 702 in itsundeformed state and FIGS. 12 and 13 show chassis 702 in its deformedstate.

Rigid rear wall 716 generally does not deform while the remaining wallsdeform under load. This arrangement of rigid and deforming walls allowschassis 702 to deform at an angle as shown in FIGS. 12 and 13.

Another embodiment of an SRS module 1400 is shown in FIG. 14. FIG. 14 isan enlarged forward isometric view of SRS module 1400. Preferably, apair of mounting legs are used to attach SRS module 1400 to the vehicle.As shown in FIG. 14, SRS module 1400 includes a first mounting leg 1402and a second mounting 1404. Preferably, first mounting leg 1402 islaterally spaced from second mounting leg 1404.

Preferably, second mounting leg 1404 includes a collapsible portion 1410and a cantilever portion 1412. Preferably collapsible portion 1410 isgenerally straight or upright from chassis 1406. Collapsible portion1410 can include one or more perforations. These perforations can helpto facilitate the collapse of second mounting leg 1404 in the event of acollision. Preferably cantilever portion 1412 is angled with respect tocollapsible portion 1410. In the exemplary embodiment shown in FIG. 14,cantilever portion 1412 is normal to collapsible portion 1410.

Cantilever portion 1412 helps to support SRS module 1402. Any kind ofmechanical connection can be used. In the preferred embodiment,cantilever portion 1412 includes a whole or aperture to receive amechanical fastener that is used to attach cantilever portion 1412 tothe vehicle.

Preferably, cantilever portion 1412 includes one or more bends as shownin FIG. 14 that terminate with forward retaining flange 1414. Preferablyforward retaining flange 1414 engages forward wall 1420 of chassis 1406.Preferably first mounting leg 1402 is constructed in a similar manner assecond mounting leg 1404. The principles and features of second mountingleg 1404 can be applied to first mounting leg 1402. In the exemplaryembodiment shown in FIG. 14, first mounting leg 1402 is preferably amirror image of second mounting leg 1404. Like second mounting leg 1404,first mounting leg 1402 includes a collapsible portion 1416. Preferablycollapsible portion 1416 terminates in a lateral retaining flange 1418that is configured to engage first lateral side wall 1430 of chassis1406. Second mounting leg 1404 preferably includes a similar lateralretaining flange on collapsible portion 1410.

Chassis 1406 is preferably formed of one or more walls. In theembodiment shown in FIG. 14, chassis 1406 includes a forward wall 1420,first lateral side wall 1430, second lateral side wall 1440 and rearwall 1450. Forward wall 1420 includes an upper portion 1422, a lowerportion 1424 and a deforming zone 1426 disposed between upper portion1422 and lower portion 1424. Similarly, first lateral side wall 1430includes a first upper portion 1432, a first lower portion 1434, and afirst lateral deforming zone 1436 disposed between first lateral upperportion 1432 and first lateral lower portion 1434. Preferably, secondlateral side wall 1440 is constructed in a manner similar to firstlateral side wall 1430, and includes second upper portion, second lowerportion, and second deforming zone disposed between second upper portionand second lower portion.

Chassis 1406 is preferably designed to deform or collapse during animpact. This helps to absorb energy from a passenger impact, which inturn, can reduce injuries to the passenger. Preferably chassis 1406 isdesigned to collapse during an intermediate impact. That is, an impactthat is severe enough to cause a passenger to contact instrument panel106 (see FIG. 2) but is not severe enough to cause SRS module 1400 todeploy an airbag. The various deforming zones disposed about chassis1406 assist chassis 1406 in collapsing or deforming during an impact.

As shown in FIG. 14, deforming zone 1426 located along forward wall 1420includes first bend 1449, first angled portion 1451, second bend 1452,second angled portion 1453, and third bend 1456. First bend 1449 isdisposed between upper portion 1422 and first angled portion 1451.Second bend 1452 is disposed between first angled portion 1451 andsecond angled portion 1453. Third bend 1456 is disposed between secondangled portion 1453 and lower portion 1424 of chassis 1406. In theembodiment shown in FIG. 14, the various bends and angled portions forma triangular fan-fold shape. Additionally, in the embodiment shown inFIG. 14, deforming zone 1436 located along first lateral side wall 1430also includes first bend 1470, first angled portion 1471, second bend1472, second angled portion 1473, and third bend 1476. First bend 1470is displaced between upper portion 1436 and first angled portion 1471.Second bend 1472 is displaced between first angled portion 1471 andsecond angled portion 1473. Third bend 1476 is displaced between secondangled portion 1473 and lower portion 1434 of chassis 1406. In theembodiment shown in FIG. 14, the various bends and angled portions forma triangular fan-fold shape.

As disclosed above, some embodiments include holes or perforationsdisposed in or around one or more deforming bones. Also, these holes canbe placed along one or more bends associated with a particular deformingzone. In some cases, holes are disposed along every bend of a deformingzone. In the embodiment shown in FIG. 14, elongated holes 1460 aredisposed on first bend 1449, second bend 1452, and third bend 1456.Elongated holes 1461 are also disposed on first bend 1470, second bend1472, and third bend 1476. This optional feature can be used to modulateor control the bending or deforming characteristics of first deformingzone 1426 and second deforming zone 1436. In some embodiments, firstelongated holes 1460 and second elongated holes 1461 are laterallyspaced. The number, density, size and/or shape of first elongated holes1460 and second elongated holes 1461 can be varied as needed. In somecases, additional holes or larger holes are provided. This can allowfirst deforming zone 1426 and second deforming zone 1436 to bend ordeform under lighter or smaller loads. In a preferred embodiment,deforming zone 1436 does not span the entire width of first lateral sidewall 1430.

In addition to the various elongated holes, some embodiments may includevertical hole 1458 located on first lateral side wall 1430. Verticalhole 1458 is disposed along a direction generally normal to secondelongated holes 1461 and generally vertical with respect to chassis1406. Vertical hole 1458 may allow chassis 1406 to deform onlypartially. Vertical hole 1458 can also be used to define the end offirst deforming zone 1436. Thus, the portion of first lateral side wall1430 disposed rearward of vertical hole 1458 is generally not configuredto deform in the same way as the portion of first lateral side wall 1430containing first deforming zone 1436.

This feature, in addition to the restriction of deforming zone 1436 toless than the full width of first lateral side wall 1430, may be usefulas it allows chassis 1406 to deform partially, but allows a portion ofchassis 1406 to remain in tact. Government regulations require aspecified zone around the passenger in which any object placed withinthat zone cannot impart more than a specified load to a passenger in thecase of impact. By allowing chassis 1406 to deform partially, theportion of chassis 1406 which is contained within the regulated zone isdeformable so as not to impart more than the allowable load to apassenger during an impact. The region of chassis 1406 outside of thisregulated zone can remain in tact and does not need to be deformable.

Second lateral side wall 1440 preferably contains the same featuresincluded in first lateral side wall 1430, and the features would be amirror image of the features of first lateral side wall 1430.

FIG. 15 shows the condition of SRS module 1400 after an impact and aftera deformation. In particular, FIG. 15 shows the condition of forwardwall 1420, and first lateral side wall 1430 after an impact and after adeformation. As shown in FIG. 15, the angled portions have folded andalong forward wall 1420, and upper portion 1422 has been moved closer tolower portion 1424 than prior to impact. Along first lateral side wall1430, upper portion 1432 has been moved closer to lower portion 1434than prior to impact. The angles of first bend 1449, second bend 1452,and third bend 1456 have been decreased, and in some cases, the anglesof first bend 1449, second bend 1452, and third bend 1456 are nearlyzero, resulting in contact between first angled portion 1451 and secondangled portion 1453. In other words, the fan-folded shape of deformingzone 1426 can be nearly flattened as shown in FIG. 15 in someembodiments and during some types of impact. This can also result in areduction of the vertical height of deforming zone 1426 as shown in FIG.15.

FIG. 15 also shows the condition of first lateral side wall 1430 afteran impact and after a deformation. Along first lateral side wall 1430,upper portion 1432 has been moved closer to lower portion 1434 thanprior to impact. The angles of first bend 1470, second bend 1472, andthird bend 1476 have been decreased, and in some cases, the angles offirst bend 1470, second bend 1472, and third bend 1476 are nearly zero,resulting in contact between first angled portion 1471 and second angledportion 1473. In other words, the fan-folded shape of deforming zone1436 can be nearly flattened as shown in FIG. 15 in some embodiments andduring some types of impact. This can also result in a reduction of thevertical height of deforming zone 1436 as shown in FIG. 15.

In this embodiment, deforming zone 1436 does not result in similardeformation of the rear portion of first lateral side wall 1430. Becauseof vertical hole 1458 the portion of first lateral wall 1430 disposedbetween vertical hole 1458 and the edge of first lateral wall 1430closest to rear wall 1450 is either not deformed or deformed differentlyafter impact. The second lateral side wall will generally deform in amanner similar to first lateral side wall 1430.

The number, arrangement, design and location of deforming zones can bevaried to achieve desired deformation or impact absorbingcharacteristics. The design and initial shape of a deforming zone can bemodified in a number of ways. Referring to FIG. 14 as an example, firstbend 1449, second bend 1452 and/or third bend 1456 can all be adjustedor selected to vary the deformation characteristics. Also, the size offirst angled portion 1451 and/or second angled portion 1453 can also beadjusted or selected to vary the deformation characteristics. In someembodiments, first angled portion 1451 is of a different size thansecond angled portion 1453. In other words, there is no requirement thatthe angled portions be similar, they can be dissimilar or asymmetrical.

Regarding the arrangement, location and number of deforming zones, insome embodiments, a deforming zone is provided on one of the walls of achassis. In other embodiments, more than one wall of an airbag inflatorchassis includes a deforming zone. And in other embodiments, all of thewalls of an airbag inflator chassis include a deforming zone.

In those embodiments where more than one wall includes a deforming zone,the deforming zones on adjacent walls can be located to provide certainimpact absorbing characteristics. In some cases, an airbag inflatorchassis is designed to deform in a certain controlled manner and at acertain predetermined load. By carefully selecting the location, sizeand design of the various deforming zones associated with an airbaginflator chassis, the deformation of the airbag inflator chassis can bebetter controlled. In some cases, the chassis is designed to deform at acertain angle, in other cases, the chassis is designed so that thechassis achieves a predetermined shape or condition after deformation.The following embodiments illustrate ways in which the deforming zonescan be arranged to achieve various different deformationcharacteristics.

While various embodiments of the invention have been described, thedescription is intended to be exemplary, rather than limiting and itwill be apparent to those of ordinary skill in the art that many moreembodiments and implementations are possible that are within the scopeof the invention. Accordingly, the invention is not to be restrictedexcept in light of the attached claims and their equivalents. Also,various modifications and changes may be made within the scope of theattached claims.

1. A chassis for an inflatable restraint module configured for mountingin an interior of a motor vehicle, the interior configured to contain apassenger, and the chassis configured to contain an inflator, thechassis comprising: a first wall; a second wall disposed at an angle tothe first wall; the first wall including a first deforming zone, thefirst deforming zone having first and second ends; the second wallincluding a second deforming zone, the second deforming zone havingfirst and second ends; the first deforming zone including a first zonefirst bend disposed between an upper portion of the first wall and afirst zone first angled portion; the first deforming zone including asecond bend disposed between the first zone first angled portion and afirst zone second angled portion; wherein the first zone first bendincludes a first perforation and the first zone second bend includes asecond perforation, wherein the first perforation and the secondperforation are configured to control the deformation of the firstdeforming zone.
 2. The chassis of claim 1 further comprising a firstzone third bend disposed between the first zone second angled portionand a first zone lower portion, and wherein the first zone third bendincludes a third perforation.
 3. The chassis of claim 1, wherein atleast one of the first zone first bend and the first zone second bendincludes a plurality of perforations.
 4. The chassis of claim 1, whereinthe perforation is sized and shaped to cause the first deforming zone todeform into a predetermined configuration when the chassis is subjectedto an intermediate impact, wherein an intermediate impact is an impactsufficient to cause the passenger to contact the chassis proximate andinsufficient to cause the inflator to deploy.
 5. The chassis of claim 1,wherein the second deforming zone includes a second zone first benddisposed between an upper portion of the second wall and a second zonefirst angled portion; the second deforming zone includes a second zonesecond bend disposed between the second zone first angled portion and asecond zone second angled portion; wherein at least one of the secondzone first bend and the second zone second bend includes a second zoneperforation, wherein the second zone perforation is configured tocontrol the deformation of the second deforming zone.
 6. An inflatablerestraint module configured to be mounted in an interior of a motorvehicle, the inflatable restraint module comprising: a chassiscontaining an airbag, the airbag configured to deploy underpredetermined conditions; the chassis associated with a mounting system;the chassis including a forward wall disposed proximate an anticipatedimpact location; the chassis including a rear wall disposed opposite theforward wall; the chassis including a side wall disposed at an angle tothe forward wall and the rear wall so that the side wall joins theforward wall and the rear wall; the forward wall including a forwarddeforming zone, wherein the forward deforming zone is configured tocontrol the collapse of the forward wall into a predeterminedconfiguration when the anticipated impact location is subjected to anintermediate impact, the intermediate impact being an impact lower thanan airbag deploying impact; and wherein the rear wall remainssubstantially undeformed when the anticipated impact location issubjected to the intermediate impact.
 7. The inflatable restraint moduleof claim 6, wherein the side wall includes a side deforming zone,wherein the side deforming zone is configured to control the collapse ofthe side wall into a second predetermined configuration when theanticipated impact location is subjected to the intermediate impact. 8.The inflatable restraint module of claim 7, wherein the side deformingzone has a deforming width which is less than a side wall total width.9. The inflatable restraint module of claim 8, wherein the sidedeforming zone includes at least one perforation.
 10. The inflatablerestraint module of claim 8, wherein the side deforming zone includes aplurality of perforations which extend along the deforming width,wherein each perforation in the plurality of perforations is spacedapart from any neighboring perforation.
 11. The inflatable restraintmodule of claim 10, wherein the plurality of perforations aresubstantially elliptical in shape so that each perforation has a longaxis and a short axis, and wherein the long axis of each perforation isaligned with an axis of the side wall which extends from the rear wallto the forward wall.
 12. The inflatable restraint module of claim 11,further comprising a vertical hole, wherein the vertical hole ispositioned between the rear wall and the plurality of perforations,wherein the vertical hole is substantially elliptical in shape with avertical hole long axis and a vertical hole short axis, and wherein thevertical hole long axis is oriented to be substantially perpendicular tothe long axis of at least one of the plurality of perforations.
 13. Achassis for an inflatable restraint module, the inflatable restraintmodule configured to be mounted in an interior of a motor vehicle, thechassis configured to retain an airbag which is configured to deployunder predetermined conditions, the chassis comprising: a forward walldisposed proximate an anticipated impact location; a rear wall disposedopposite the forward wall; a side wall disposed at an angle to theforward wall and the rear wall, wherein the side wall extends betweenthe forward wall and the rear wall; the forward wall including a forwarddeforming zone, wherein the forward deforming zone is configured tocontrol the collapse of the forward wall into a first predeterminedconfiguration when the chassis is subjected to an impact; the side wallincluding a side deforming zone, wherein the side deforming zone isconfigured to control the collapse of the side wall into a secondpredetermined configuration when the chassis is subjected to the impact;wherein the forward deforming zone includes a forward plurality of holesand the side deforming zone includes a side plurality of holes; whereineach hole in the forward plurality of holes and side plurality of holeshas a hole size and hole shape selected to deform when subjected to apreselected load; and wherein the hole size and hole shape are selectedto enable the forward deforming zone and the side deforming zone todeform into the predetermined configurations.
 14. The chassis of claim13, wherein the hole shape is substantially circular.
 15. The chassis ofclaim 13, wherein the hole shape is substantially elliptical, whereineach hole has a long axis and a short axis.
 16. The chassis of claim 15,wherein the forward wall and the side wall are substantially rectangularin shape so that the forward wall has a forward long axis and the sidewall has a side long axis.
 17. The chassis of claim 16, wherein the longaxis of each hole in the forward plurality of holes is aligned with theforward long axis.
 18. The chassis of claim 16, wherein the long axis ofeach hole in the side plurality of holes is aligned with the side longaxis.
 19. The chassis of claim 18 further comprising a vertical holepositioned between the side plurality of holes and the rear wall,wherein the vertical hole is substantially elliptical in shape with avertical long axis and a vertical short axis, and wherein the verticallong axis is disposed orthogonal to the side long axis.
 20. The chassisof claim 13, wherein each deforming zone includes a first bend disposedbetween an upper portion of the wall of the deforming zone and a firstangled portion, a second bend disposed between the first angled portionand a second angled portion, and a third bend disposed between thesecond angled portion and a lower portion of the wall of the deformingzone, wherein each bend includes at least one hole.